KR20200041376A - Electric Parking Brake Module for Utility Vehicles with Spring Loaded Parking Brake - Google Patents

Abstract

The present invention relates to a reservoir connection (2) for connection to a compressed air reservoir (3), at least one spring connection (4) for connection to at least one spring brake cylinder (6), at least a first switching position and a second switching With the electro-pneumatic inlet-outlet valve unit 10 capable of taking the position, and in the first switching position of the inlet-outlet valve unit 10, the reservoir connection 2 is connected to the spring connection 4 to provide the spring brake pressure ( pF), and in the second switching position of the inlet-outlet valve unit 10, the spring connection 4 is connected to the vent 5 of the inlet-outlet valve unit 10, the main parking brake module 1 It is about. According to the present invention, the pneumatic control bypass unit 12 maintains the ventilation state or exhaust state of the spring brake cylinder 6 connected to the spring connection 4 in the non-driven state of the electro-pneumatic inlet-outlet valve unit 10. Is provided.

Description

Electric Parking Brake Module for Utility Vehicles with Spring Loaded Parking Brake

The present invention provides a pneumatic inlet-outlet valve unit capable of taking a reservoir connection for connecting a compressed air reservoir, at least one spring connection for connecting at least one spring brake cylinder, and at least a first switching position and a second switching position. It is about having a major parking brake module.

Also known as the electric hand brake module or the emergency brake module, this electric parking brake module serves to drive the so-called parking brake, generally the spring brake of a pneumatic brake system for utility vehicles.

The spring brake can be used as a parking brake or an emergency brake, and has a spring-loaded brake actuator, which applies the brake in the unpressurized state so that the vehicle brakes in the unpressurized state. To release the spring brake, they are operated by compressed air so that the spring brake is released against the force of the spring.

Thus, such a pneumatic parking brake module generally has a reservoir connection for connecting a compressed air reservoir and at least one spring connection for connecting at least one spring brake cylinder. It is conceivable here that all spring brake cylinders of a utility vehicle, in particular a towing unit / trailer combination towing vehicle, are connected to a single spring connection of the electric parking brake module. In addition, separate connections may be provided for this purpose.

This type of pneumatic parking brake module generally uses a spring connection and a relay valve to supply volumetric flow to the spring brake cylinder. Further, they use bistable valves for maintaining the state of the spring brake cylinder in the driving mode and / or parking state, that is, in the ventilation or exhaust state, without the need to continuously drive the pneumatic valve for this purpose.

Such electric parking brake modules are disclosed, for example, in DE 103 36 611 A1. The relay valve is coupled to the pilot control unit, which connects the control input of the relay valve to the reservoir connection via an electrical switching 2 / 2-way valve and a bistable 3 / 2-way valve. Electrically controlled 2 / 2-way valves serve for pulsed exhaust of the control inputs to take advantage of spring energy for auxiliary or additional brakes. To this end, the bistable 3 / 2-way valve serves to maintain the ventilation or exhaust state of the control input of the relay valve to maintain the state of the spring brake cylinder. In the driving mode, pressure must be permanently output at the spring connection so that the spring brake cylinder is released. However, in the parking state of the vehicle, the spring brake cylinder must be applied, that is, exhausted.

EP 2 615 003 A1 discloses a parking brake module through which a spring connection is vented through a relay valve. The control input of the relay valve is coupled to the pneumatic control inlet-outlet valve unit, with a fixed valve inserted between it and the control input. The fixed valve serves to maintain the parking brake pressure. The fixed valve is designed as a monostable 2 / 2-way valve and needs to be driven to remain closed so that the spring brake pressure is sealed. In the non-driven state, the fixed valve is returned to the open state so that the spring connection remains exhausted.

Furthermore, EP 2 121 397 A1 discloses a parking brake module having the same structure. The disclosed parking brake module is a fixed valve and has a monostable 2 / 2-way valve and a relay valve.

Since it is not desirable to permanently drive the fixed valve in the running mode in order to maintain the state of the spring brake cylinder, especially the aeration state, the use of a bistable valve while maintaining the aeration state or exhaust state of the spring connection without driving is avoided. There is a need to provide an electric vehicle parking brake module that can be eliminated. Furthermore, it is desirable to eliminate the relay valve due to its large size and complicated structure. Therefore, there is a requirement not to use a relay valve as much as possible.

In the case of the electric parking brake module of the above-mentioned type, the present invention is the first switching position of the inlet-outlet valve unit, the reservoir connection is connected to the spring connection to output the spring brake pressure, and the second of the inlet-outlet valve unit In the switching position, the spring connection is connected to the vent of the inlet-outlet valve unit and the electro-pneumatic control bypass unit to maintain the ventilation or exhaust state of the spring brake cylinder connected to the spring connection in the non-driven state of the electro-inlet-outlet valve unit. It achieves its purpose.

First, the reservoir connection portion is connected to the spring connection portion in the first switching position of the inlet-outlet valve unit to output the spring brake pressure, and the spring brake pressure can be transmitted directly from the reservoir connection portion to the spring connection portion. Therefore, the use of the relay valve can be eliminated. In the relay valve, the control pressure starting from the reservoir connection is first output from the relay valve, which outputs this control pressure in an increased volume through the working connection. Only the (indirect) volumetric increase in volume flow is provided in the spring connection. Starting from this, the present invention provides for the spring brake pressure to be transmitted directly from the reservoir connection to the spring connection. This is achieved by in the first switching position of the inlet-outlet valve unit, the reservoir connection is connected to the spring connection to output the spring brake pressure.

Furthermore, the present invention uses a pneumatic control bypass unit. The bypass unit serves to maintain the ventilation or exhaust state of the spring brake cylinder connected to the spring connection in the non-driven state of the electro-pneumatic inlet-outlet valve unit. If the aeration state is maintained, the spring brake cylinder remains open, so that the vehicle with the parking brake module can change to the driving mode with the brake system. Similarly, when maintaining the exhaust state, a spring brake cylinder is applied, and the vehicle is braked. Both states are maintained by the pneumatic control bypass unit so that the inlet-outlet valve unit is not driven in the driving mode and parking mode. To this end, the pneumatic control bypass unit does not use electrical energy, only the pneumatic control pressure. The pneumatic control bypass unit is preferably configured such that the aeration state is maintained by a pneumatic control seal of pressure at the spring brake. The output spring brake pressure does not necessarily need to be kept constant, rather it is sufficient if aeration or exhaust conditions are maintained. Reconditioning of the output spring brake pressure is required, for example, to compensate for possible leakage, which can prevent the spring brake cylinder from being applied gradually due to leakage, even when the inlet-outlet valve unit is not driven, especially in the vented state. .

In the third switching position of the inlet-outlet valve unit, the spring connection is preferably connected to the bypass unit. Thus, in the first switching position, the spring connection is connected to the reservoir connection so that the spring connection is vented, while in the second switching position, the spring connection is connected to the vent of the inlet-outlet valve unit to be vented, and in the third switching position , The spring connection is connected to the bypass unit, which maintains the last position stably. Thus, a pneumatic self-locking is obtained. The third switching position of the inlet-outlet valve unit is preferably a non-driven switching position. In other words, in the non-driven state, the spring connection is connected to the bypass unit, thereby stably maintaining the output spring brake pressure against leakage.

According to another preferred embodiment, the bypass unit is designed to connect the spring connection to the reservoir connection for ventilation or to the vent for venting, according to the spring brake pressure of the spring connection, in the third switching position of the inlet-outlet valve unit. do. To this end, the bypass unit preferably has a bypass reference value. The bypass reference value is preferably calculated to correspond to almost half of the maximum spring brake pressure. In other words, when the spring brake pressure is greater than the bypass reference value, the bypass unit connects the spring connection to the reservoir connection, and when the spring brake pressure is less than the bypass reference value, the bypass unit connects the spring connection to the vent. Therefore, both states, that is, the ventilation state and the exhaust state, are maintained in the non-driving state. In this case, the spring brake pressure serves as the control pressure for the bypass unit. Of course, the bypass reference value may be set in other ways, for example, to correspond to 1/3 of the maximum spring brake pressure or 1/2 of the maximum spring brake pressure. The specific selection of the bypass reference value can be made according to different factors such as leakage, tolerance, type of spring brake cylinder, nominal valve size, throttle, and the like.

Ventilation and exhaust of the spring connection preferably takes place in a throttled way through the bypass unit. At least the exhaust of the spring connection takes place in a throttled way through the bypass unit. This prevents rapid and complete exhausting of the spring connection through the bypass unit and the sudden engagement of the spring brake cylinder when the bypass reference value mentioned above is not reached due to a defect. Similarly, throttled aeration prevents sudden aeration of the spring brake cylinder when the bypass threshold is exceeded due to a failure.

Also, for example, two bypass reference values such that the first bypass reference value for venting the spring connection is almost 2/3 of the maximum spring brake pressure, and the second reference value for exhausting the spring connection is approximately 1/3 of the maximum spring brake pressure. It can be provided to be provided. Thus, one state is actually maintained, and it is guaranteed not to return to another state due to a failure.

According to another preferred embodiment, the inlet-outlet valve unit allows the spring brake pressure to be transmitted directly from the reservoir connection to the spring connection in the first switching position, and in the second switching position, to connect the spring connection to the bypass unit. It is provided to have a switchover valve, which is in a non-driven state in the second switching position. The switchover valve connects the spring connection to the reservoir connection to output spring brake pressure at the first switching position, preferably at the spring brake connection. The switchover valve is preferably electrically switched and is designed as a monostable valve. In the first switching position, the switchover valve preferably enables the connection of the spring connection to the vent.

Furthermore, the inlet-outlet valve unit is in the first switching position, allowing the spring brake pressure to pass directly from the reservoir connection to the spring connection, and in the second switching position, the first 3 / which enables the connection of the spring connection to the vent. It is preferred to have a two-way valve, the first 3 / 2-way valve being in a non-driven state in the second switching position. In other words, when the switchover valve is in the first switching position, the 3 / 2-way valve allows switching between the reservoir connection and the vent, so that the spring connection is connected to the 3 / 2-way valve through the switchover valve. It can optionally connect the spring connection to the vent or to the reservoir connection. The first 3 / 2-way valve is preferably designed as a monostable electropneumatic valve.

In another preferred refinement, a first 3 / 2-way valve is provided having a first connection connected to a reservoir connection, a second connection and a third connection connected to a vent, in the first switching position, the first and second connections Is connected, and in the second switching position, the third and second connections are connected. At the same time, preferably the switchover valve is provided to have a first switchover valve connection, a second switchover valve connection connected to the spring connection and a third switchover valve connection to or connected to the bypass unit, the first switching position In, the first and second switchover valve connections are connected, and in the second switching position, the third and second switchover valve connections are connected. In this case, the first switchover valve connection is preferably connected to the second connection of the first 3 / 2-way valve. Thus, a 4 / 3-way combination is ultimately obtained so that the spring connection is selectively connected to the reservoir connection, vent or bypass unit according to the switching of the switchover valve and the first 3 / 2-way valve. The design with two 3 / 2-way valves, the first 3 / 2-way valve and a switchover valve, which is likewise a 3 / 2-way valve, is advantageous in that the same parts can be used or a simpler structure can be made entirely Do.

Thus, the bypass unit preferably provides a bypass for the first 3 / 2-way valve between the reservoir connection and the switchover valve. The bypass unit itself is connected to the reservoir connection. The bypass unit is preferably connected to the vent or has a separate vent. Thus, the bypass unit not only corresponds to the pressure trap, but also enables additional ventilation of the spring connection when the switchover valve connects the spring connection to the bypass unit in the second switching position.

The bypass unit is preferably the first throttle. Thus, the throttled ventilation and exhaust of the spring connection can occur through the bypass unit. Depending on its configuration, the bypass unit may have a second throttle, which can essentially depend on the exact circuit.

According to another preferred embodiment, the bypass unit has at least one pneumatically controlled bypass valve. The pneumatic control bypass valve is preferably designed as a 2 / 2-way valve, the first bypass valve connection connected to the reservoir connection, the second bypass valve connection and pneumatic bypass which can be connected to or connected to the inlet-outlet valve unit. It has a path control input. Depending on the pressure applied to the bypass valve control input, the bypass valve is switched to connect the inlet-outlet valve unit to the reservoir connection. Thus, with the corresponding switching of the bypass valve, the spring brake pressure of the reservoir connection can be output from the spring connection through the bypass valve, inlet-outlet valve unit. Therefore, the spring brake pressure can be readjusted in the vented state.

The bypass unit preferably has an outlet valve that serves to exhaust the bypass unit. If the exhaust condition of the spring brake cylinder is to be maintained, it is preferable that the spring connection is continuously connected to the vent. The outlet valve of the bypass unit is preferably used for this purpose. Therefore, due to leakage of one of the valves, the spring connection is gradually vented in the parking state, thereby preventing the spring brake cylinder from being released.

In this embodiment, the outlet valve is preferably designed as a 2 / 2-way valve and has a first outlet valve connection connected to a first pneumatic bypass line and a second outlet valve connection connected to the vent or other vent.

Further, it is preferable that the outlet valve has a pneumatic outlet valve control input, and that spring brake pressure or equivalent pressure thereof can be output from the outlet valve control input as the outlet valve control pressure. The outlet valve has a first switching position where the first outlet valve connection is connected to the second outlet valve connection and the bypass line is connected to the vent. In the second switching position, the first and second outlet valve connections are separated, and the first pneumatic bypass line is not connected to the vent. The outlet valve is preferably unpressurized in the first switching position, that is, the outlet valve is in the first switching position when the outlet valve control pressure output from the outlet valve control input is lower than a predetermined outlet valve reference value. The equivalent pressure may be the pressure of the inlet-outlet valve unit provided through it at the spring connection, in particular the spring brake pressure.

In another preferred refinement, it is provided that the spring brake pressure or equivalent pressure thereof can be output from the pneumatic bypass valve control input as the bypass control pressure. When designed as a 2 / 2-way valve, the bypass valve includes a first switching position where the first bypass valve connection and the second bypass valve connection are separated, and a first bypass valve connection and a second bypass valve connection. It has a second switching position that is connected. Thus, in the second switching position, the reservoir pressure can be output from the inlet-outlet valve unit to re-regulate the spring brake pressure to maintain the spring brake cylinder in a vented state. In other words, the second switching position of the bypass valve should be taken when the spring brake cylinder is vented. For this reason, the bypass valve has a bypass reference value, and when the bypass reference value is exceeded, the bypass valve is switched to the second switching position to correct the spring brake pressure. Thus, when the bypass reference value is exceeded, the bypass valve is switched to the first switching position, in this case the first and second bypass valves to enable exhaust of the bypass unit without connecting the reservoir connection to the vent. Disconnect the connection.

With regard to the outlet valve and the bypass valve, it is conceivable that the spring brake pressure is directly tapped to be output from the respective outlet valve input and bypass control input, or the equivalent pressure to the spring brake pressure is output.

In a preferred variant, the pneumatic control bypass valve is designed as a 3 / 2-way bypass valve, the first bypass valve connection being connected to the reservoir connection, the second bypass valve can be connected to or connected to the inlet-outlet valve unit. A connection, a third bypass valve connection connected to the vent or other vent, and a pneumatic bypass valve control input, wherein in the second switching position of the 3 / 2-way bypass valve, the first and second bypass valve connections Connected, and in the first switching position of the 3 / 2-way bypass valve, the third and second bypass valve connections are connected. In the first switching position, the 3 / 2-way bypass valve is preferably in an unpressurized state, ie when the bypass valve control pressure is lower than the bypass reference value.

In addition, in the case of the 3 / 2-way bypass valve, it is preferable that the spring brake pressure or the equivalent pressure thereof can be output from the pneumatic bypass valve control input as the bypass valve control pressure. Thus, the 3 / 2-way bypass valve is preferably in the first switching position when the bypass valve control pressure is lower than the bypass reference value, and in the second switching position when the bypass valve control pressure exceeds the bypass reference value. Is in

According to another preferred embodiment, the pneumatic parking brake module has a trailer control connection for connecting the trailer control valve, the spring brake pressure being output from the trailer control connection. If the electric vehicle parking brake module is used in a utility vehicle designed with an automobile / trailer combination, it is preferable that the spring pressure is transmitted to the trailer control valve at the control pressure. Therefore, in the parking state of the vehicle / trailer combination, the service brake of the trailer vehicle can be engaged with the spring brake cylinder. In certain situations, spring brake cylinders are used as auxiliary or additional brakes to brake the vehicle. In this case, the service brake of the trailer vehicle is activated together with the spring brake cylinder.

Furthermore, it is preferred that the trailer valve is connected upstream of the trailer control connection to perform the trailer test-position function. In the trailer test-position function, it is checked in the European trailer control system that the vehicle / trailer combination is fixed when the service brake of the trailer vehicle is not engaged, only when it is stopped by the spring brake cylinder of the vehicle. To achieve this condition, it is necessary to output pressure at the trailer control connection when the spring connection is exhausted to release the service brake of the trailer vehicle. The trailer control valve connected to the trailer control connection reverses the output pressure, leaving the service brake of the trailer vehicle unpressurized, ie open. The trailer test-position function is only performed temporarily and is usually controlled from the driver's seat. The vehicle driver drives the vehicle test position to check that the vehicle / trailer combination is fixed when stationary. When the vehicle / trailer combination is established to be stationary when stationary, the trailer test-position is complete, and the trailer valve is switched so that the spring brake pressure is output at the trailer control connection.

In a preferred variant, the trailer valve is designed as a 3 / 2-way trailer valve, the first trailer valve connection to the reservoir connection, the second trailer valve connection to the trailer control connection and the third trailer valve connection to the spring connection. Have In the first switching position of the trailer valve, the second and third trailer valve connections are connected, and in the second switching position of the trailer valve, the first and second trailer valve connections are connected. The trailer valve can be designed as a pneumatic monostable valve or a pneumatically controlled monostable valve. The trailer valve is preferably undriven or unpressurized in the first switching position.

In one variation, the trailer valves are interconnected in the bypass unit. In other words, the trailer valve is part of the bypass unit and is used to output the spring brake pressure to the bypass unit when the bypass unit is intended to maintain the vented or vented state of the spring brake cylinder connected to the spring connection.

In this case, the trailer valve is preferably connected between the pneumatic control bypass valve and the inlet-outlet valve. The trailer valve is preferably connected between the pneumatic control bypass valve and the switchover valve. Thus, a particularly compact circuit can be obtained, and the spring brake pressure can be closed electronically. Furthermore, a more stable adjustment is obtained by allowing the spring brake cylinder to be meshed in stages for additional or auxiliary brakes. In this case, when the spring brake cylinder is engaged in stages, the bypass unit can be blocked using a trailer valve to prevent additional ventilation or exhaust of the spring connection through the bypass unit.

In a preferred embodiment, the trailer valve is designed as a 2 / 2-way trailer valve and has a first trailer valve connection and a second trailer valve connection. The first trailer valve connection is preferably connected to the first bypass line, and the second trailer valve connection is preferably connected to the third switchover valve connection and / or the trailer control connection.

Furthermore, it is preferred that the check valve is connected upstream or downstream of the reservoir connection. The electric parking brake module preferably has no check valve. The check valve is preferably not arranged in the reservoir connection. The electro-parking brake module is preferably designed to enable exhaust of the spring connection, particularly by so-called "pumping down". In this case, the compressed air reservoir connected to the reservoir connection is evacuated, and the reservoir pressure is no longer provided such that the spring connection is evacuated regardless of the switching position of the individual valve. This provides protection against valve failure.

In another preferred embodiment, a pneumatic parking brake module is provided with an electrical control unit having an electrical connection for receiving a runner brake signal and providing a corresponding switching signal to at least the inlet-outlet valve unit. The electrical connection for receiving the parking brake signal may be directly connected to the vehicle bus or to the parking brake switch or hand brake switch of the vehicle's driver's seat of the vehicle, for example via a cable.

Furthermore, it is preferable that the electric vehicle parking brake module has a pressure sensor provided to sense the spring brake pressure and provide a corresponding signal. The pressure sensor preferably provides a signal to the electrical control unit. The electric control unit may transmit signals to a vehicle bus or the like, or may process signals on its own. The signal sensed by the pressure sensor can be used to measure whether the spring brake cylinder is applied or open.

Embodiments of the present invention are now described below with reference to the drawings. It is not necessarily intended to represent the embodiments in a constant ratio, instead, the drawings are presented in schematic and / or slightly distorted form for illustrative purposes. With regard to the additions to the teachings apparent from the drawings, reference will be made to the related prior art. In this case, it should be noted that various changes and corrections can be made to the form and details of one embodiment without departing from the overall spirit of the invention. The features of the invention disclosed in the description, drawings and claims of the invention may be essential to other refinements of the invention, individually and in any combination. Moreover, all combinations of at least two features disclosed in the description, drawings and / or claims of the invention are within the scope of the invention. The overall spirit of the invention is not limited to the exact form or details of the preferred embodiments shown and described below, or to what is to be limited compared to the claimed subject matter in the claims. For a given size range, values within the stated limits should be disclosed as limit values and should be available or billable as needed. For simplicity, the same reference numerals are used for the same or similar parts or parts having the same or similar functions. Other advantages, features and details of the invention are disclosed in the description below of preferred embodiments with reference to the drawings.

Fig. 1 is a block diagram of an electric vehicle parking brake module according to a first exemplary embodiment.
Fig. 2 is a block diagram of an electric vehicle parking brake module according to a second exemplary embodiment.
Fig. 3 is a block diagram of an electric vehicle parking brake module according to a third exemplary embodiment.
Fig. 4 is a block diagram of an electric vehicle parking brake module according to a fourth exemplary embodiment.

In the first embodiment, the pneumatic parking brake module 1 according to the invention has a reservoir connection 2 to which the compressed air reservoir 3 can be connected. Furthermore, the electric parking brake module has at least one spring connection 4 for connecting at least one spring brake cylinder 6. Instead of a single spring connection 4 (as shown in FIG. 1), two, four or more spring connections 4 may be provided, or two, four or more spring brake cylinders 6 It should be understood that it can be connected to one spring connection 4. The spring brake cylinder 6 is generally preloaded by a spring force and has a chamber that can be vented. When this chamber is vented, the spring brake cylinder 6 is released against the spring force, so that the vehicle can be set to the driving mode. In the unpressurized state, the spring brake cylinder 6 is applied as a result of the spring force, braking the vehicle. The spring brake cylinder 6 is generally used as an emergency brake or parking brake or as an auxiliary brake or additional brake in a specific driving situation.

In order to vent or vent the spring connection 4, the electric parking brake module 1 according to this embodiment (Fig. 1) has an inlet-outlet valve 10. The inlet-outlet valve 10 is pneumatically designed and has at least first and second switching positions. In the first switching position (not shown in FIG. 1), the inlet-outlet valve unit 10 is switched so that the reservoir connection 2 is connected to the spring connection 4 to output the spring brake pressure pF. In other words, the spring brake pressure pF is transmitted directly from the reservoir connection 2 to the spring connection 4. For example, the volume increase does not occur by a relay valve or the like. Further, the control pressure is not generated initially, the pressure being provided to the spring connection 4 as a volumetric pressure immediately after switching of the inlet-outlet valve unit 10. In the second switching position of the inlet-outlet valve unit 10 (similarly not shown in FIG. 1), the spring connection 4 has a spring connection 4 connected to the vent 5 of the inlet-outlet valve unit 10. By being exhausted.

Overall, all vents 5 are indicated below with reference number 5, where the main parking brake module 1 can have one vent 5 as a whole, or the individual elements of the main parking brake module 1 are distinct. It should be obvious to have a vent.

In addition to the first and second switching positions (not shown in FIG. 1), the inlet-outlet valve unit 10 has a third switching position, which is shown in FIG. 1. In the third switching position, the spring connection 4 is connected to the pneumatic control bypass unit 12. The bypass unit 12 operates as a pressure trap, and serves to maintain the ventilation state or exhaust state of the spring brake cylinder 6 connected to the spring connection part 4. The inlet-outlet valve unit 10 is preferably de-energized in the third switching position. In this third non-driven switching position, the bypass unit maintains the vent or exhaust state of the spring brake cylinder 6 connected to the spring connection 4.

Specifically, the inlet-outlet valve unit 10 according to this exemplary embodiment (FIG. 1) has a switchover valve 14 and a first 3 / 2-way valve 16. The first 3 / 2-way valve 16 has a first connection 16.1, a second connection 16.2 and a third connection 16.3. The first connection 16.1 is connected to the reservoir connection 2 via a first pneumatic line 44. The reservoir pressure pV is applied to the first pneumatic line 44. The third connection 16.3 is connected to the vent 5. As mentioned above, the vent 5 may be a separate vent of the inlet-outlet valve unit 10 or the central vent of the electro-parking brake module 1. The second connection is connected to the switchover valve 14 via a second pneumatic line 46. More specifically, the second pneumatic line 46 is connected to the first switchover valve connection 14.1.

According to this exemplary embodiment (FIG. 1), the switchover valve 14 is likewise designed as a 3 / 2-way valve, in addition to the first switchover valve connection 14.1, the second switchover valve connection 14.2 ) And a third switchover valve connection (14.3). The switchover valve 14 and the first 3 / 2-way valve 16 are designed as electromagnetic valves, especially monostable electromagnetic valves.

In order to switch the switchover valve 14 and the first 3 / 2-way valve 16, the electric parking brake module 1 has an electronic control unit (ECU), which is a first 3 / 2-way valve ( 16) and the first and second switching signals S1 and S2 are provided to the switchover valve 14. The first 3 / 2-way valve 16 is switched from the first switching position (shown in FIG. 1) to the second switching position (not shown in FIG. 1) by the first switching signal S1. In the first switching position (shown in FIG. 1), the first 3 / 2-way valve 16 has a second connection 16.2 of the first 3 / 2-way valve 16 having a first 3 / 2-way It is switched to be connected to the third connection 16.3 of the valve 16. Therefore, the second pneumatic line 46 is connected to the vent 5. Thus, at the switching position of the first 3 / 2-way valve 16 (shown in FIG. 1), ambient pressure is output from the second pneumatic line 46.

In the second switching position of the first 3 / 2-way valve 16 (not shown in FIG. 1), the first connection 16.1 of the first 3 / 2-way valve 16 is the first 3 / 2- It is connected to the second connection 16.2 of the way valve 16. Thus, in the second switching position of the first 3 / 2-way valve 16, the reservoir pressure pV is output from the second pneumatic line 46. The first 3 / 2-way valve 16 is not driven in the first switching position.

In a manner corresponding to this, the switchover valve 14 has a first switching position (shown in FIG. 1) and a second switching position (not shown in FIG. 1). By the second switching signal S2, the switchover valve 14 may be changed from the first switching position (shown in FIG. 1) to the second switching position (not shown in FIG. 1). The switchover valve 14 is preloaded in the first switching position with a spring load so as to be non-driven in the first switching position (shown in FIG. 1).

In the first switching position (shown in Fig. 1), the second switchover valve connection 14.2 is connected to the third switchover valve connection 14.3. In the second switching position (not shown in FIG. 1), the first switchover valve connection 14.1 is connected to the second switchover valve connection 14.2. In other words, in the second switching position (not shown in FIG. 1), the second pneumatic line 46 is connected to the spring brake pressure line 48 connecting the second switchover valve connection 14.2 to the spring connection 4. Connected.

The state in which the first 3 / 2-way valve 16 and the switchover valve 14 are in the second switching position (not shown in FIG. 1) is called the first switching position of the inlet-outlet valve unit 10, In this state, by connecting the reservoir connection portion 2 to the spring connection portion 4 through the first 3 / 2-way valve 16 and the switchover valve 14, the spring connection portion (pF) is applied to the spring brake pressure (pF). Output the reservoir pressure (pV) at 4). The state where the first 3 / 2-way valve 16 is in the first switching position (shown in FIG. 1) and the switchover valve 14 is in the second switching position (not shown in FIG. 1) is the inlet-outlet It is called the second switching position of the valve unit 10. In this state, the spring brake pressure line 48 is connected to the vent 5, so that the spring connection 4 can be exhausted. In the third switching position of the inlet-outlet valve unit 10, the switching valve 14 is in the first switching position (shown in FIG. 1). In this state, the switching position of the first 3 / 2-way valve 16 does not matter, but is preferably a non-driving position.

In the first switching position of the switchover valve 14, ie in the third switching position of the inlet-outlet valve unit 10, the spring connection 4 is via unit 12 via the spring brake pressure line 48. Is connected to. More specifically, a spring brake pressure line 48 is connected to the first pneumatic bypass line 26. As mentioned, the bypass unit 12 acts as a pressure trap, which enables the reconditioning of the pressure to maintain the ventilation or exhaust state of the spring brake cylinder 6 connected to the spring connection 4. .

According to this exemplary embodiment (FIG. 1) to exhaust the spring connection 4, for example to release the spring brake cylinder 6, the inlet-outlet valve unit 10 is in the first switching position, That is, the switchover valve 14 and the first 3 / 2-way valve 16 are in the second switching position (not shown in FIG. 1). From the reservoir connection 2, the volume pressure is now the first pneumatic line 44, the first 3 / 2-way valve 16, the second pneumatic line 46, the switchover valve 14 and the spring brake pressure line It can be provided as a spring connection (4) through (48). The spring pressure pF is output, and the spring brake cylinder 6 is vented and released. The inlet-outlet valve unit 10 can now be non-driven, and the switchover valve 14 is returned to the first switching state (shown in FIG. 1). The spring brake pressure line 48 is connected to the first pneumatic bypass line 26, which maintains the exhaust state of the spring brake cylinder 6.

The mode of operation of the bypass unit 12 according to the first exemplary embodiment (FIG. 1) is now described in more detail below.

In this exemplary embodiment (FIG. 1), the bypass unit 12 has a pneumatically controlled bypass valve 18. In this first exemplary embodiment (FIG. 1), the pneumatic control bypass valve 18 is designed as a 2 / 2-way bypass valve 22. The 2 / 2-way bypass valve has a first bypass valve connection 22.1 and a second bypass valve connection 22.2. Furthermore, the bypass valve 18 designed as a 2 / 2-way bypass valve 22 has a pneumatic bypass valve control input 21. The first bypass valve connection 22.1 is connected to the third pneumatic line 50, which is connected to the reservoir connection 2. Therefore, the reservoir pressure pV is applied to the first bypass valve connection 22.1. The second bypass valve connection 22.2 is connected to the first pneumatic bypass line 26, more specifically to the first bypass branch line 52, which is branched from the first pneumatic bypass line 26. . Thus, in the third switching position of the inlet-outlet valve unit 10, that is, in the first switching position of the switchover valve 14 in this exemplary embodiment (FIG. 1), the spring brake pressure pF is equal to the pressure p26 ) Is applied to the second bypass valve connection 22. The equivalent pressure p26 may correspond directly to the spring brake pressure pF, or may be different, depending on the configuration of the switchover valve 14 in particular.

Furthermore, the bypass unit 12 has a bypass valve control line 54, which is provided to output the equivalent pressure p26 from the bypass valve control input 21 as the bypass valve control pressure pS18. To this end, the bypass valve control line 54 connects the first pneumatic bypass line 26 or the first bypass branch line 52 to the pneumatic bypass valve control input 21.

The 2 / 2-way bypass valve 22 includes a first switching position (shown in FIG. 1) and a first bypass valve in which the first bypass valve connection 22.1 and the second bypass valve connection 22.2 are separated. It has a second switching position to which the connecting portion 22.1 and the second bypass valve connecting portion 22.2 are connected. The 2 / 2-way bypass valve 22, the pneumatically controlled bypass valve 18, is preloaded in the first switching position (shown in FIG. 1) in a monostable manner. When the bypass valve control pressure (pS18) exceeds the bypass valve reference value, the pneumatic control bypass valve 18 is switched to the second switching position (not shown in FIG. 1), so that the first bypass valve connection 22.1 Is connected to the second bypass valve connection 22.2. As a result of this switching, the reservoir pressure (pV) is transmitted through the 2 / 2-way bypass valve 22, the pneumatic control bypass valve 18, and is output to the first pneumatic bypass line 26. To prevent a sudden increase in pressure, the bypass unit 12 has a first throttle 20, which in this exemplary embodiment (FIG. 1) is a 2 / 2-way bypass valve 22. It is formed and allows a throttled output of the reservoir pressure (pV) to the first pneumatic bypass line (26). Thus, at the second switching position of the 2 / 2-way bypass valve 22, the reservoir pressure pV is output to the first pneumatic bypass line 26 in a throttled manner, from which the switch in the first switching position Through the over valve 14, it is provided to the spring connection 4 via a spring brake pressure line 48. In other words, when the spring brake pressure pF reaches a level that causes the bypass valve control pressure pS18 exceeding the bypass reference value, the reservoir pressure (pV) throttled so that the aeration state of the spring brake cylinder 6 is maintained. ) Is additionally provided on the spring connection 4.

Also to maintain the exhaust state, the bypass unit 12 has an outlet valve 24 for exhausting the bypass unit 12. In this exemplary embodiment (FIG. 1), the outlet valve 24 is designed as a 2 / 2-way outlet valve 25, and has a first outlet valve connection 24.1 and a second outlet valve connection 24.2. Moreover, the outlet valve 24 has an outlet valve control input 24.3 through which the outlet valve control pressure pS24 can be output. The outlet valve control input 24.3 is connected to the outlet valve control line 60, which is provided to output the equivalent pressure P26 at the outlet valve control input 24.3. To this end, the outlet valve control line 60 is branched from the first pneumatic bypass line 26 or the second bypass branch line.

The 2 / 2-way outlet valve 25 is designed in a manner essentially similar to the 2 / 2-way bypass valve 22, but has an opposite switching position. In the first switching position of the 2 / 2-way outlet valve 25 (shown in Fig. 1), the first outlet valve connection 24.1 is connected to the second outlet valve connection 24.2, and the 2 / 2-way outlet In the second switching position of the valve 25 (not shown in Fig. 1), the first and second outlet valve connections 24.1 and 24.2 are separated. The second outlet valve connection 24.2 is connected to the vent 5 or the central vent 5 of the pneumatic parking brake module 1. The first outlet valve connection 24.1 is connected to the first pneumatic bypass line 26, more specifically to the second bypass branch line 56, which, like the first bypass branch line 52, is the first Branches from the pneumatic bypass line 26. In this regard, the first pneumatic bypass line 26 can be evacuated when the 2 / 2-way outlet valve 25 is in the first switching position (shown in FIG. 1). In order to prevent sudden exhaust, the 2 / 2-way outlet valve 25 is formed in a 2 / 2-way outlet valve 25, as described in connection with the 2 / 2-way bypass valve 22. It has 2 throttles 58. However, it may be arranged equally downstream or upstream of the first and second outlet valve connections 24.1 and 24.2.

When the outlet valve control pressure pS24 exceeds the outlet valve reference value, the 2 / 2-way outlet valve 25 is switched to the second switching position (not shown in FIG. 1). In this second switching position (not shown), the vent 5 is closed and the first pneumatic bypass line 26 cannot be vented. The outlet valve reference value is preferably approximately equal to or slightly lower than the bypass valve reference value. In other words, when the spring brake cylinder 6 is vented, the spring brake pressure pF is the 2 / 2-way bypass valve 22 and the 2 / 2-way outlet valve 25 in the second switching position (FIG. 1, respectively, so that it is higher than the bypass valve reference value and higher than the outlet valve reference value. In this switching position, the spring connection 4 is additionally supplied with a reservoir pressure pV in a throttled manner to maintain the aeration state of the spring brake cylinder 6, as described. However, if the spring brake pressure (pF) is lower than the bypass valve reference value and the outlet valve reference value, the 2 / 2-way bypass valve and the 2 / 2-way outlet valve have individual first switching positions (shown in FIG. 1). In, the first pneumatic bypass line 26, the spring brake pressure line 48 and the spring connection 2 and the spring brake cylinder 6 connected thereto are connected to the vent 5 in a throttled manner, further Is exhausted. For example, unintentional release of the spring brake cylinder 6 due to leakage flow becomes impossible. The exhaust state is maintained.

Furthermore, the electric parking brake module 1 according to this exemplary embodiment has a trailer control connection 30. In the vehicle / trailer combination, it is preferred that the service brake of the trailer vehicle is applied together with the spring brake cylinder 6 of the vehicle. Here, there is an essential difference between the so-called European trailer control system and the so-called Scandinavian trailer control system. In the European trailer control system, the service brake of the trailer vehicle must be permanently applied in the parked state of the vehicle, whereas in the case of the Scandinavian trailer control system, in the parking state of the car / trailer combination, the service brake of the trailer vehicle is frozen It is prescribed to be released to prevent it. Nevertheless, in the Scandinavian trailer control system, the spring brake cylinder 6 of the motor vehicle is activated, i.e. in other situations in which it is applied, it is defined that the service brake of the trailer vehicle is also applied.

To this end, the electric parking brake module 1 according to this embodiment has a trailer valve 32, which is connected upstream of the trailer control connection 30. The trailer control pressure pA is output from the trailer control connection 30, the trailer control pressure corresponding to or equivalent to the spring brake pressure pF. A trailer control valve (TCV) may be connected to the trailer control connection 30, which inverts the provided trailer control pressure (pA) and outputs it back to the service brake (not shown) of the trailer vehicle. Such structures are generally known.

The trailer valve 32 serves to perform the trailer test-position function. To this end, in this embodiment (FIG. 1) the trailer valve 32 is designed as a 3 / 2-way valve 34, a first trailer valve connection 34.1, a second trailer valve connection 34.2 and a third It has a trailer valve connection 34.4. In the first switching position (shown in Fig. 1), the second trailer valve connection 34.2 is connected to the third trailer valve connection 34.3. In the second switching position (not shown in FIG. 1), the first trailer valve connection 34.1 is connected to the second trailer valve connection 34.2. The first trailer valve connection is connected to the fourth pneumatic line 62, which is branched from the first pneumatic line 44, to which a reservoir pressure pV is applied. In other words, reservoir pressure pV is applied to the first trailer valve connection 34.1. The second trailer valve connection 34.2 is connected to the trailer control connection 30. The third trailer valve connection 34.3 is connected to the spring brake pressure line 48 through the spring branch line 64, so that the spring brake pressure pV is output. In other words, the spring brake pressure pF is applied to the third trailer valve connection 34.3.

By means of the trailer valve 32, reservoir pressure (pV) or spring brake pressure (pF) can now be output at the trailer control connection (30). When the spring brake pressure pF is output as the trailer control pressure pa, the service brake of the trailer vehicle is controlled together with the spring brake cylinder 6. In other words, when the spring brake cylinder 6 is applied, the service brake of the trailer vehicle is also applied. To prevent this, the trailer valve 32 is controlled by the third control signal S3 of the electronic control unit ECU so that the reservoir pressure pV is output from the trailer control connection 30 at the trailer control pressure pA. It can be in 2 switching positions. In this case, the service brake of the trailer vehicle remains released.

The exemplary embodiment shown in FIG. 1 uses a trailer valve 32, which is non-driven in the first switching position (shown in FIG. 1), so that the spring brake pressure pF is the trailer control pressure pA in the non-driven state. ). Thus, the exemplary embodiment shown in FIG. 1 implements the European trailer control system, so that in the parking state (non-driven state) of the vehicle, the trailer vehicle is braked together with the spring brake cylinder 6 of the vehicle. In the case of Scandinavian trailer control systems, the opposite situation should apply. In this case, the switching position of the trailer valve 32 is reversed, that is, the trailer valve 32 is not driven at the second switching position (not shown in FIG. 1).

Furthermore, according to the exemplary embodiment shown in FIG. 1, the electrical control unit (ECU) has an electrical connection 40 in which the parking brake signal HCU can be provided by the parking brake switch in the vehicle driver's seat. According to the received parking brake signal HCU, the electric control unit ECU establishes the corresponding switching signals S1, S2, S3, and provides them as necessary.

Furthermore, the electric parking brake module 1 has a pressure sensor 32, which is provided to sense the spring brake pressure pF. To this end, the sensor 32 has a measuring line 66, which branches off from the spring brake pressure line 48. The pressure sensor 42 is based on the received pressure signal SD, so that the spring brake cylinder 6 is applied or released to the electrical control unit ECU so that it can be measured by the electrical control unit ECU. Provide a pressure signal (SD).

Other exemplary embodiments 2, 3 and 4 are now described with reference to FIGS. 2, 3 and 4, wherein identical and similar elements are denoted by the same reference numerals, and in this regard, the first exemplary embodiment (FIG. 1) See all the above descriptions for). In particular, differences from the first exemplary embodiment are described below.

The difference between the first exemplary embodiment (FIG. 1) and the second exemplary embodiment (FIG. 2) lies in the configuration of the bypass unit 12. The bypass unit 12 according to the first exemplary embodiment uses a 2 / 2-way valve, that is, a 2 / 2-way bypass valve 22 and a 2 / 2-way outlet valve 25. The circuit is replaced by a single pneumatic control bypass valve 18 designed as a 3 / 2-way bypass valve 28 in the second exemplary embodiment (FIG. 2). Therefore, the 3 / 2-way bypass valve 28 serves to vent and exhaust the bypass unit 12. To this end, the 3 / 2-way bypass valve 28 has a first bypass valve connection 28.1, a second bypass valve connection 28.2 and a third bypass valve connection 28.3. The first bypass valve connection 28.1 is connected to the reservoir connection 2 via a third pneumatic line 50. The second bypass valve connection 28.2 is connected to the first pneumatic bypass line 26. The third bypass valve connection 28.3 is connected to the vent 5 or the central vent of the pneumatic parking brake module 1. Furthermore, the 3 / 2-way bypass valve 28 has a bypass valve control input 29 through which the bypass valve control pressure pF18 is output. To this end, as in the first exemplary embodiment, the bypass valve control line 54 branches off from the first pneumatic bypass line 26. The first throttle 20 is arranged between the second bypass valve connection 28.2 and the branch point of the bypass valve control line 54.

Depending on the bypass valve control pressure pS18, the 3 / 2-way bypass valve 28 is in the first switching position (shown in FIG. 2) or the second switching position (not shown in FIG. 2). The 3 / 2-way bypass valve 28 is in the first switching position (shown in FIG. 2) when the bypass valve control pressure pS18 is lower than the bypass valve reference value. This is especially true when the spring brake cylinder 6 is exhausted. In this case, the spring brake pressure pF is lower than or corresponds to the ambient pressure, and the switchover valve is in the first switching position (shown in FIG. 2). Therefore, the spring brake pressure pF is output to the first pneumatic bypass line 26 through the switchover valve 14 at the equivalent pressure p26, thereby bypassing the bypass control line 54 with the bypass valve control pressure pS18. ) Is provided to the pneumatic bypass valve control input 29.

The spring brake cylinder 6 is now evacuated by the switchover valve 14 and the first 3 / 2-way valve 16 respectively in the second switching position, and after exhaust, the switchover valve 14 is again non-driving When the high spring brake pressure pF is applied to the first pneumatic bypass line 26 at an equivalent pressure p26, the bypass control pressure pS18 is correspondingly increased. In this case, the bypass control pressure pS18 exceeds the bypass valve reference value, so that the 3 / 2-way bypass valve 28 is in the second switching position (not shown in FIG. 2). In the second switching position (not shown in FIG. 2), the reservoir pressure (pV) is 3 / 2-way bypass valve 28, first throttle 20, first pneumatic bypass line 26, switchover It is further provided to the spring connection 4 via the valve 14 and the spring brake pressure line 48. Therefore, the exhaust state of the spring brake cylinder 6 can be maintained.

In the third exemplary embodiment (FIG. 3), the essential difference from the second exemplary embodiment (FIG. 2) is that the trailer valve 32 is now between the bypass unit 12 and the inlet-outlet valve unit 10. It can be said that it is connected. More specifically, the trailer valve 32 is connected between the bypass unit 12 and the switchover valve 14. In this regard, the fourth pneumatic line 62 is omitted. In another difference, the trailer valve 32 is designed as a 2 / 2-way trailer valve 32 rather than a 3 / 2-way valve 34. Therefore, the advantage of this embodiment (FIG. 3) is that the 3 / 2-way trailer valve can be replaced with a 2 / 2-way trailer valve, so that the electric parking brake module 1 can be manufactured more economically. .

The 2 / 2-way trailer valve 36 has a first trailer valve connection 36.1 and a second trailer valve connection 36.2. The first trailer valve connection 36.1 is connected to the first pneumatic bypass line 26 and the second trailer valve connection 36.2 is connected to the second pneumatic bypass line 68. It is connected to the third switchover valve connection 14.3. Therefore, the 2 / 2-way trailer valve 36 is installed in the first pneumatic bypass line 26, and is connected between the bypass unit 12 and the third switchover valve connection 14.3. The 2 / 2-way trailer valve 36 opens in the non-driven state.

In this embodiment (FIG. 3), the fifth pneumatic line 70 is now branched from the second pneumatic bypass line 68. When the switchover valve 14 is in the first switching position (shown in Figure 3), the spring connection 4 is connected to the trailer control connection 30 via the switchover valve 14 and the fifth pneumatic line 70 As a result, the spring brake pressure pF can be output from the trailer control connection 30 as the trailer control pressure pA. The trailer valve 32 is opened in a non-driven state so that the ventilation or exhaust state of the spring brake cylinder 6 can be maintained according to the bypass valve control pressure pS18.

In this third exemplary embodiment (Fig. 3), the trailer test-position function is implemented differently from the above exemplary embodiment (Figs. 1 and 2). That is, the trailer test-position function can be performed only from the released spring brake cylinder 6, ie starting from the aeration state. To this end, the 2 / 2-way trailer valve 36 has a second switching position (not shown in FIG. 3) by a third control signal S3 such that the first and second trailer valve connections 36.1, 36.2 are separated. Becomes The switchover valve 14 is then brought into a second switching position (not shown in FIG. 3) such that the second switchover valve connection 14.2 is connected to the first switchover valve connection 14.1. The first 3 / 2-way valve 16 is in the first switching position (shown in FIG. 3), and the second connection 16.2 is connected to the third connection 16.3. The spring connection 4 and the spring brake cylinder 6 connected thereto can be exhausted. At the same time, since there is no connection between the spring brake connection 4 and the trailer control connection 30 after the switchover valve 14 is in the second switching position (not shown in FIG. 3), the trailer control connection 30 is Even if the spring connection portion 4 is exhausted, it remains in the vented state. In this state, the spring brake cylinder 6 is applied, and the service brake of the trailer vehicle is still open. The trailer test position can be performed, and the vehicle driver can check whether the vehicle / trailer combination is fixed when the service brake of the trailer vehicle is stopped without engagement. When this test is complete, the 2 / 2-way trailer valve 36 can now be non-driven and brought to the first switching position (shown in Figure 3). Therefore, the trailer control connection 30 is exhausted through the bypass unit 12, and the service brake of the trailer vehicle is applied.

The difference between the third exemplary embodiment (FIG. 3) and the fourth exemplary embodiment (FIG. 4) is that a check valve 38 is not provided for the reservoir connection 2. In the first three exemplary embodiments (FIGS. 1 to 3), individual check valves are provided between the compressed air reservoir 3 and the reservoir connection 2. The check valve 38 can be arranged equally downstream of the reservoir connection 2. The check valve 38 generally serves to prevent the spring brake cylinder 6 from outputting pressure against the forward direction in the compressed air reservoir 3 for safety.

However, the embodiment according to FIG. 4 has the advantage that the spring brake cylinder 6 can be exhausted by pumping down the reservoir pressure pV. This may be advantageous if the individual parking brake module 1 is defective and individual valves or multiple valves are not properly switched. In this position, the compressed air reservoir 3 can be completely exhausted through a safety valve (not shown) to exhaust and apply the spring brake cylinder 6.

1: Electrotropneumatic parking brake module
2: Reservoir connection
3: Compressed air reservoir
4: Spring connection
5: Vent
6: Spring brake cylinder
10: Inlet-outlet valve unit
12: Bypass unit
14: Switchover valve
14.1: First switchover valve connection
14.2: Second switchover valve connection
14.3: Third switchover valve connection
16: First 3 / 2-way valve
16.1: First connection
16.2: Second connection (Second connection)
16.3: Third connection
18: Pneumatically controlled bypass valve
20: First throttle
21: Pneumatic bypass valve control input
22: 2 / 2-way bypass valve
22.1: First bypass valve connection
22.2: Second bypass valve connection
24: Outlet valve
24.1: First outlet valve connection
24.2: Second outlet valve connection
24.3: Outlet valve control input
25: 2 / 2-way outlet valve
26: First pneumatic bypass line
28: 3 / 2-way bypass valve
28.1: First bypass valve connection
28.2: Second bypass valve connection
28.3: Third bypass valve connection
29: Pneumatic bypass valve control input
30: Trailer control connection
32: Trailer valve
34: 3 / 2-way trailer valve
34.1: First trailer valve connection
34.2: Second trailer valve connection
34.3: Third trailer valve connection
36: 2 / 2-way trailer valve
36.1: First trailer valve connection
36.2: Second trailer valve connection
38: Non-return valve
40: Electrical connection
42: Pressure sensor
44: First pneumatic line
46: Second pneumatic line
48: Spring brake pressure line
50: Third pneumatic line
52: First bypass branch line
54: Bypass valve control line
56: Second bypass branch line
58: Second throttle
60: Outlet valve control line
62: Fourth pneumatic line
64: Spring branch line
66: Measuring line
68: Second pneumatic bypass line
70: Fifth pneumatic line
p26: Pressure equivalent to the spring brake pressure
pA: Trailer control pressure
pF: Spring brake pressure
pS18: Bypass valve control pressure
pS24: Outlet valve control pressure
S1: First switching signal (First switching signal)
S2: Second switching signal (Second switching signal)
S3: Third switching signal
SD: Pressure signal

Claims (27)

Reservoir connection 2 for connection to the compressed air reservoir 3,
At least one spring connection 4 for connection to at least one spring brake cylinder 6,
Electro-pneumatic inlet-outlet valve unit 10 capable of taking at least a first switching position and a second switching position, and
In the non-driven state of the electro-pneumatic inlet-outlet valve unit (10), has a pneumatic control bypass unit (12) for maintaining the ventilation state or exhaust state of the spring brake cylinder (6) connected to the spring connection (4),
In the first switching position of the inlet-outlet valve unit 10, the reservoir connection 2 is connected to the spring connection 4 to output the spring brake pressure pF,
In the second switching position of the inlet-outlet valve unit 10, the spring connection 4 is connected to the vent 5 of the inlet-outlet valve unit 10, an electric parking brake module 1. According to claim 1,
In the third switching position of the inlet-outlet valve unit 10, the spring connection 4 is connected to the bypass unit 12, the electric parking brake module (1). According to claim 2,
In the third switching position of the inlet-outlet valve unit 10, the bypass unit 12 depends on the spring brake pressure pF of the spring connection 4, to the reservoir connection 2 for ventilation or for exhaust. Electric parking brake module (1) designed to connect the spring connection (4) to the vent (5). According to claim 3,
Pneumatic parking brake module (1) in which the ventilation and exhaust of the spring connection (4) takes place in a throttled manner via the bypass unit (12). The method according to any one of claims 1 to 4,
The inlet-outlet valve unit 10 allows the spring brake pressure pF to be transmitted directly from the reservoir connection 2 to the spring connection 4 in the first switching position, and in the second switching position, the bypass unit ( 12) has a switchover valve (14) connecting the spring connection (4),
The switchover valve 14 is a non-driven electric parking brake module in the second switching position. According to any one of claims 1 to 5,
The inlet-outlet valve unit 10 allows the spring brake pressure pF to be transmitted directly from the reservoir connection 2 to the spring connection 4 in the first switching position, and in the second switching position, the vent 5 Has a first 3 / 2-way valve 16 that enables the connection of the spring connection 4 to,
The first 3 / 2-way valve 16 is a non-driven pneumatic parking brake module in a second switching position. The method according to claim 5 or 6,
The first 3 / 2-way valve 16 has a first connection 16.1 connected to the reservoir connection 2, a second connection 16.2 and a third connection 16.3 connected to the vent 5, the first In the switching position, the first and second connecting portions 16.1 and 16.2 are connected, and in the second switching position, the third and second connecting portions 16.3 and 16.2 are connected,
The switchover valve 14 is a first switchover valve connection 14.1, a second switchover valve connection 14.2 connected to the spring connection 4 and a third switchover valve which can be connected to or connected to the bypass unit 12 Having a connection (14.3), in the first switching position, the first and second switchover valve connections (14.1, 14.2) are connected, and in the second switching position, the third and second switchover valve connections (14.4, 14.2) ) Is connected,
The first switchover valve connection 14.1 is a pneumatic parking brake module 1 connected to the second connection 16.2 of the first 3 / 2-way valve 16. The method of claim 5 and 6,
The bypass unit 12 is a primary parking brake module 1 that is connected between the reservoir connection 2 and the switchover valve 14 as a bypass to the first 3 / 2-way valve 16. According to any one of claims 1 to 8,
The bypass unit 12 is a pneumatic parking brake module 1 having at least a first throttle 20. The method according to any one of claims 1 to 9,
The bypass unit 12 is a pneumatic parking brake module 1 having at least one pneumatically controlled bypass valve 18. The method of claim 10,
The pneumatic control bypass valve 18 is designed as a 2 / 2-way bypass valve 22 and is connected to a first bypass valve connection 22.1, an inlet-outlet valve unit 10 connected to the reservoir connection 2. Electric parking brake module (1) having a second bypass valve connection (22.2) and a pneumatic bypass control input (21) which can be connected or connected. The method of claim 11,
The bypass unit 12 is a pneumatic parking brake module 1 having an outlet valve 24 for exhausting the bypass unit 12. The method of claim 12,
The outlet valve 24 is designed as a 2 / 2-way valve 25, a first outlet valve connection 24.1 connected to the first pneumatic bypass line 26 and a second outlet valve connection connected to a vent 5 Electric parking brake module (24.4) (1). The method of claim 12 or 13,
The outlet valve 24 has a pneumatic outlet valve control input 24.3,
The spring brake pressure (pF) or equivalent pressure (p26) thereof is the electric vehicle parking brake module (1) that can be output from the outlet valve control input (24.3) as the outlet valve control pressure (pS24). The method of claim 11,
Spring brake pressure (pF) or equivalent pressure (p26) for it is the main parking brake module (1) that can be output from the pneumatic bypass valve control input (21) as the bypass valve control pressure (pS18). The method of claim 10,
The pneumatic control bypass valve 18 is designed as a 3 / 2-way bypass valve 28 and is connected to a first bypass valve connection 28.1, an inlet-outlet valve unit 10 connected to the reservoir connection 2. It has a second bypass valve connection 28.2, which can be connected or connected, a third bypass valve connection 28.3 connected to the vent 5, and a pneumatic bypass valve control input 29, 3 / 2-way bypass In the first switching position of the valve 28, the third and second bypass valve connections 28.3, 28.2 are connected, and in the second switching position of the 3 / 2-way bypass valve 28, the first and Electric parking brake module (1) to which the second bypass valve connection (28.1, 28.2) is connected. The method of claim 16,
Spring brake pressure (pF) or equivalent pressure (p26) for it is the main parking brake module (1) that can be output from the pneumatic bypass valve control input (29) as the bypass valve control pressure (pS18). The method according to any one of claims 1 to 17,
Has a trailer control connection 30 for connection to the trailer control valve (TCV),
Spring brake pressure (pF) is the electric vehicle parking brake module (1) that can be output from the trailer control connection (30). The method of claim 18,
The trailer valve 32 is connected to the upstream of the trailer control connection 30, the electric vehicle parking brake module (1) to perform the trailer test-position function. The method of claim 19,
The trailer valve 32 is designed as a 3 / 2-way trailer valve 34, a first trailer valve connection 34.1 connected to the reservoir connection 2, a second trailer valve connection connected to the trailer control connection 30 ( 34.2) and an electric parking brake module 1 having a third trailer valve connection 34.3 connected to a spring connection 4. The method of claim 19,
The trailer valve 32 is a pneumatic parking brake module (1) that is interconnected in the bypass unit (12). The method of claim 10 and 21,
The trailer valve 32 is a pneumatic parking brake module 1 connected between the pneumatic control bypass valve 18 and the inlet-outlet valve unit 10. The method of claim 19, 21 or 22,
The trailer valve 32 is designed as a 2 / 2-way valve 36, and an electric parking brake module 1 having a first trailer valve connection 36.1 and a second trailer valve connection 36.2. The method of claim 23,
The first trailer valve connection 36.1 is connected to the first bypass line 26,
The second trailer valve connection 36.2 is a pneumatic parking brake module 1 connected to the third switchover valve connection 14.3 and / or the trailer control connection 30. The method of any one of claims 1 to 24,
Electropneumatic parking brake module (1) in which the check valve (38) is connected upstream or downstream of the reservoir connection (2). The method according to any one of claims 1 to 25,
Major with electrical control unit (ECU) having electrical connection 40 for receiving parking brake signal (HCU) and providing corresponding switching signals (S1, S2, S3) to at least inlet-outlet valve unit (10) Parking brake module (1). The method of any one of claims 1 to 26,
An electric parking brake module (1) having a pressure sensor (42) provided to sense the spring control pressure (pF) and provide a corresponding signal (SD).

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